Internal-combustion engine.



. L. REEPMAKE'R DORVILLE.

INTERNAL comstsnon ENGINE.

MPucAlofl FILEDJUNE4.19H.

1 ,26 9 ,264. Patented J une 11,1918

THEOIDOBE LIVIN US REEPMKER DORVILLE, OF TWICKENIIAM, ENGLI &NB. A

INTERNALCOMBSTON ENGIN E.

. Specfication of Letters Patent.

Pat9nted June 11, 1918.

Application filed June 4, 1917. Serial No. 172,716.

T aZlw/on z't mon} concern:

Be it known that I, THEODORE LIVINUS REEPMAKER DORVILLE, a subj eet of the Queen of the NetherlandS, and resident f Twickenham, county of Middlesex, England, have invented a certain new and useful Improv- 'angine crank shaft either by an augmented uncovering Working charge" per cycle 01: operations or by increasing the initial ressure of the working fluid at the end 0 the first stioke (suction) by the introduction of slightly compressed air or inert exhaust gases.

In the case of engines used for aircraft, the above-mentioned object may be used as a means for power recuperating in high alti tude fiight, as is well known nnder thesc cirenmstances the ordinary fonr stroke en giuc sufiers loss of POW6 owlng to redneed Weightof charge entering the cylinder un der natural suction on the one hand and invariable compression ratio on the other, causing a gradual drop of the compression and explosion pressures.

Another object is to provide the necessary ineans for evacuating the increased amount of exhaust gases due to the supercharge, land toward this end a duplicated exhanst is proVided, the second exhaust being timed simultneously With the first exhaust and not governed by the top edge of the piston slots in the cvlinder Wall toward tlie end of the exhanst stroke. The last named means, apart from upsetting the cycle of operations at the end of the suction stroke, when communicating with the exhaust is undesirable, has the grave disad vantage of permitting the rush of liot gases along the piston head. W1th the proposed timing of the 'supplementary exhaust these conditions do notobtain, the piston head Will therefore not be burned and the iston rings are cooler and Will not so read1ly become-carbonizedr H The provision of the aforementioned duplicated exhaust further permits of uncovmg the exhaust ports later than would 0therwise be permissible. The increased facilities for evacuation of burnt gases tl1us alloW for an increased expansion stroke without danger of creating back pressure on the exhanst stroke, and the gas pressures and temperatures will in coriscquence be lower on opening of the valves, this point being beneficial to long life of port edges.

A further objeet of' the present invention is to avoid lcakage of fluid from the cylinder to the engine erank case along the piston and sleeves by the means hereinafter to be described, in order to avoid waste.

In this type of engine the increased amonnt of thermal nuits to be disposed of to the air and also to the cooling medium in the jackets surrounding the cylinders, calls for the "use of a better heat-conducting metal for pistons and cylinders than the usual cast iron, and it is proposed here to utilize the presence of the sleeve or sleeves,

at least When said sleeve or sleevcs is or are arranged inside the cylinders, to make the pistons and cylinders of aluminium alloy, leaving i: .e sleeve or sleeves of harder 1netal, foi instance, chilled iron, gun-metal or bronze. The use of almninimnalloy further z;sulls as a sidc issue, in decreasing the engine weight for a given size and power.

For the above pnrposes a four stroke cycle internal combustion engine according to the present invention comprises parts which are so combined and. arranged as to enable the above mentioned objecte to be snccessfully attained. Where it is desired to super charge With compressed air or combustible mixture the mproved engine comprises in addition to the engine cylinder and piston, a pnmp or compression chamber independent of the crank chamber in which the chargeeugmenting flnid is compresse l,a receiver into which the eompressed charge augmenting fluid is delivered and lield until reqnired l'or me, a sleevo valve coaxial with tire engine cylinder and adapted to control the passage of the compressd charge-augmenting fluid from the reciver to the engine cylinder and means for actuating the said valve. The passage of the ehargeaugmenting fiuid into the pump chamber and from .that chamber into the receiver is also controlled by a sleeve valve coaxial With the engine cylinder and which .may With advantage be the same valve as pump may be advantageously chat; used to control the passage of the fluid from the receiver 120 the engine cylinder. Fnrther, Lhe snpplomentary oxhaust from the engine cylinder is also controlled b a sleevo valve, coaxial with the engine cyin der and this again may advantageousl be the same valve as that used for the a ore* mentioned controls. The pump chamber may be formed in known menner by and between the engine eylinder, the piston, a, skirt or trunk on the piston of less diamater than the piston, -forming a crosshead and a, stationary ring within the cylinder or valve forming a crosshead guide, the pump chamber thus is of annuler shape. The ports in the controlling valve or valves are so arranged that the successive supplemen tary charges 01' compressed fiuid Within the receiver Will be held therein until the engine piston nears the end of its suction outstroke, whereupon the supplementary charge of fiuid Will be admitted to the engine cylinder for the purpose of increasing the charge already in the cylinder and also the initial pressure thereof before compression takes place in the engine.cylinder, for the purpose in any case of increasing the torque on the en ine crank shaft as previonsly stated.

11 case it is desired to supercharge With exhaust gases, previously cooled down to a snitable temperature, either the aforementioned means may be employed, the pump then compressing burnt -gas into the receiver, or else a suitable amount of exhaust gas may be admithed direotly to the receiver at the required pressure there to be cooled and held outil required for further use as before. In this latter case the use of the dispensed With. 4

Having set forth generally the impromments to he attained in order to .secnre the beforementioned objects, the means employed toward accomplishing such end will now be described and illustrated by the accompanying sheet of drawings. Of the drawi ngs Figure 1 is a vertical section.

Fig. .2 is a sectional plan view showing the two suction or inlet ports and the delivery port of the compressor or pump.

The pump inlet ports au communiczite either with a carbureter through a pipe 6 provided with a throttle c regulating the amount of mixture sucked up by the pump d, or otherwise ports a communicate With the exhaust piping; or lastly with the at 1nosphere according as to whether, fresh mixture, exhanst gases or ure air be selected for the supercharge. i3 volumetric efliciency of the pump by means of throttle c, the receiver pressure may be varied and cohsequently the actual amonnt of supercharge to the engine cylinder. Where a common c1rbureter 1s used to supy altering the ply mixture to both cylinder (1 and plmip (l as imlicaterl in the example shown, a main lhrottle on (ho carbureter (not shown) delivery pipe regulates the umount of mixture to both, whoreas throttle c merely nets on the pump.

In the examplo slmwn, the engine or working cylinder a has the ordnary inlet port a and exhanst port a" at its combustion chamhm end and further snction ports (1, (L and lelivory port a to the pump besides a transfer port f from the receiv9r f to the engine eylinder toward its crank chamber end.

Midway between these sets of orts is situated the snpplomentery or duphcate exhaust p whioh is timed so as to uncover at the same time as the ordinary exhaust a, 05 This supplementary exhaust port is so disposed thnlz it is nover nncovered b the piston skirt and the lower piston ring 3. ways seuls tho annular pump space from the exhaust.

The piston a is formed with a skirt or trunk a* that is of less external diameter lhan the internal diameter of the cylinder and sleeve valve or valves and serves as a crosshead throngh :1 guide ring m fixd within the cylinder so as to form with the cylinder piston and crosshead guide ring an annular pump ohamber d*. Th fiuid admitced at each itistroke of the piston Will be compressed al: the next outstroke and delivered throngh the outlet port e into a receiver from which it can pass throu h the transfer ports 7' into the working eyinder.

The ports a, (1 e, p, a, (1,2, are controlled by a compound cylindrieal p0rt d S1de valve comprkzing in the example two sleeves 71 and 2' arranged ooncentricall With each other and with the engine oyhnder either within 01 ontsido the latter. As the sleeves IL and i are opernted by a half time shaft,. the saine ports in the sleeves and cylinder Will not serve at each revolution as fluid inlet and delivo:y ports for the pump, they are thoref0re duplicated ei;r in one or two sleeves or in the cylinder. In the exemple shown the sleeves h and 73 are respeptively formed With ports 7L and 77 for controlling the admission of flnid to thepump chamber (1* with a set 01 ports h and z? for controlling the admission of compressed fluid from the pump chamher b* to the reoeiver f with a set; of ports fe for controlling the transfer of colnpressed fluid from the receiver f l*enst ports a and a 0)? the eylinder, are re- 130 ciprooatad by rods and 3' from two crank pins j and j. These pins are arranged with their conter 90 degrecs apart and connectcd to a shaft that is rotated by any convenient means rofn and at half the speed of the crank shaft j, the crank pin j being arranged so as to be in the same angular position as the engine crank pin y whcn this is at the end of the compression strokes, the crank pin j being arranged about 90 de ces behind the crank pin j '%iith reference to the drawm it will be seen that with inlet passages la 2' to the pump are so arranged that any leakages along the cylinder walls and sleeves I). and 11 Will not go to waste but are caught up in an annular space 75 leading to a Well [6 in the top of and exterior to the crank case in, to be used on the next stroke, the sleeve ends and actuating gear thereof moving in said annular s ace and Well, the wall la of the said annu ar space k forming part of the cylinder and separable from the crank case .Ic". The pipe b is bolted to the Wall 7:7 and rings 771,- of either the expanding or contracting type are employed in the cylinder wall and crosshead guide ring extension n forming part of the pump, to seal the com prssed fluid and prevent the same cscaping in eithe'r an upward or downward direction. Having now dcscribed my invention, What I daim as neW and desire to secure by Lettcrs Patent of the United States is:-

1. A four cycle internal combustion enine including a cylinder having upper and l%Wer fuel intake ports and a plurality of exhaust ports, an 'annular abutment Within thecylinder, a piston adapted to coperate with the head of the cylinder to form a working chamber in communication With the upper fuel.intake port and the exhaust ports and also coperating With sa1d abut ment to provide a compresser chamber, a receiver adapted to communicate With the latter on the down stroke of the piston, and a casing formedat the loWer end of the cylinder and in communication with the lower fuel intake port thcreof, and said casing adapted to communicate With the compressor chamber on the up stroke of the piston.

2. A four cycle interna] combustion engins including a cylindcr having a main fuel intakc port and exhaust ports and an auxiliar v fuel intake port, and.means for injecting a supplemcntary fuel charge into' the main charge at the end of' the suction stroke'including a fixed abutment Witbin the cylinder, a piston coperating therevnth, an initial. fuel receiving chambrer communicating With said auxiliary fuel intake port, a valve to establish communication between the latter chamber and the space between the piston and the abutment on the compression stroke of the piston, a receiver, and sliding valve means including the valve above mentioned adaptcd to establish com munication between the compression chamber formed by the piston and the abutmnt and thcreccivcr, and also betwecn the latter and the working chamber of the cylinder.

3. A four cycle internal combustion engine including a cylinder having a main fuel intake port and a plurality of exhaust ports, 2, crank case for supporting said cylinder and having a portion pro3ecting up into the cylinder to provide a combined pis ton guide and interior abutment and also providing an annular auxiliary fuel receiv-- ing chamber, a piston working in the cylinder between the abutment and the main fuel intake port, a receiver, concentric sleeve valves slidably arrangcd bctween the upstanding portion of thecrank case and the cylinder and having ports for controlling the main intake and exhanst ports and also controlling the communication between the annular auxiliary fuel receiving chamber and the space between the piston and the abutmcrit, and also the communication between the latter space and the receiver, and operating means for said valves housed within the annular auxiliary fuel receiving chamber.

4. A four cycle. internal combustion engine including a clinder having a fixed head and inlet and exhaust ports adjacent thereof, a fixed abutment ring arranged in the lower part of the cylinder, a piston Working betwen the fixed cylinder head and fixed abutment ring and forming a coinpresser chamber, an auxiliary fluid receiving chamber formed at the lower end of the cylinder and including a closed Well port1on, valves for controlling the inlet and exhaust ports of the cylinder and also the inlet and exhaust ports of the compressor chamber, operating mechanism for the valves located in the aforesaid Well, and a compressed fluid receiving chamber located exterior of the chamber and having spaced inlet and discharge ports adapted to respectively communicate With the compressor chamber and With the interior of the W0lking cylinder at different points in the cycle 01 operation of the engine.

In testimony vvhereof I have afiixed m v signature in presence of two witnesses.

THEODORE LIVINUS REEPMAKER DORVILLE.

VVitnesses:

Rem. HUNIER, PERCY M. GOODWIN. 

